JP5826849B2 - Countershaft type dual clutch transmission - Google Patents

Countershaft type dual clutch transmission Download PDF

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JP5826849B2
JP5826849B2 JP2013527520A JP2013527520A JP5826849B2 JP 5826849 B2 JP5826849 B2 JP 5826849B2 JP 2013527520 A JP2013527520 A JP 2013527520A JP 2013527520 A JP2013527520 A JP 2013527520A JP 5826849 B2 JP5826849 B2 JP 5826849B2
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transmission
gear
dual clutch
clutch transmission
shift
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JP2013537285A (en
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ローゼマイヤー トーマス
ローゼマイヤー トーマス
ワフツィグ ユルゲン
ワフツィグ ユルゲン
ドレイボルツ ラルフ
ドレイボルツ ラルフ
カウフェルト ルドルフ
カウフェルト ルドルフ
カルテンバッハ ヨハネス
カルテンバッハ ヨハネス
レニンガー マルクス
レニンガー マルクス
ヴェックス ミヒャエル
ヴェックス ミヒャエル
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ZF Friedrichshafen AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19228—Multiple concentric clutch shafts

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Transmission Devices (AREA)
  • Control Of Transmission Device (AREA)

Description

本発明は，請求項１又は請求項２４の上位概念部分に記載した副軸型デュアルクラッチ式変速機に関するものである。   The present invention relates to a countershaft type dual clutch transmission described in claim 1 or claim 24.

種々の前進用及び後退用変速比を選択するための副軸型デュアルクラッチ式変速機として，変速機中心軸と，これに対して同軸的に配置された変速機中空軸と，副軸と，２つのパワーシフト要素とを備える変速機が既知である。この場合に両パワーシフト要素は，それぞれ入力側で駆動ユニットに作動接続する。また，両パワーシフト要素のうち，一方のパワーシフト要素は出力側で変速機中心軸に接続し，他方のパワーシフト要素は出力側で変速機中空軸に接続する。変速機中心軸及び変速機中空軸は，所望の変速比を選択すべく，シフト装置によりパワーフローに対して係合及び解放可能なギヤ段を介して，副軸に接続可能である。更に，複数のシフト装置がそれぞれ２つのギヤ段に割り当てられている。   As a counter-shaft type dual clutch transmission for selecting various forward and reverse gear ratios, a transmission center shaft, a transmission hollow shaft disposed coaxially thereto, a counter shaft, Transmissions with two power shift elements are known. In this case, both power shift elements are each operatively connected to the drive unit on the input side. Of the two power shift elements, one power shift element is connected to the transmission center shaft on the output side, and the other power shift element is connected to the transmission hollow shaft on the output side. The transmission center shaft and the transmission hollow shaft can be connected to the countershaft via a gear stage that can be engaged with and released from the power flow by the shift device in order to select a desired transmission ratio. Furthermore, a plurality of shift devices are respectively assigned to two gear stages.

ドイツ特許出願公開第10 2005 005 163号公報は，入力側が駆動機関の駆動軸により駆動可能であり，出力側が互いに同軸配置された２本の変速機入力軸に動力伝達結合されたデュアルクラッチを有するデュアルクラッチ式変速機を開示している。このデュアルクラッチ式変速機は，中間軸又は単一の副軸を備えており，軸に対して固定され又は回転可能に支承された固定ギヤ又はアイドルギヤと，このアイドルギヤに割り当てられたシフトパッケージとを有する。シフトパッケージは，所望の変速比又は変速段を選択するためにアイドルギヤを，割り当てられた軸に対して回り止め状態で接続する。シフトパッケージは，それぞれ直接的には連続しない２つの変速段に割り当てられている。   German Patent Application No. 10 2005 005 163 has a dual clutch whose input side can be driven by a drive shaft of a drive engine and whose output side is coupled to the power transmission of two transmission input shafts arranged coaxially with each other. A dual clutch transmission is disclosed. This dual-clutch transmission has an intermediate shaft or a single countershaft, and is a fixed gear or idle gear fixed to the shaft or rotatably supported, and a shift package assigned to the idle gear. And have. The shift package connects the idle gear to the assigned shaft in a non-rotating state in order to select a desired gear ratio or gear position. Each shift package is assigned to two shift stages that are not directly continuous.

しかしながら，上述したデュアルクラッチ式変速機の何れも，前進用として７段の変速比を達成するに過ぎず，従って，デュアルクラッチ式変速機に接続可能な駆動機関，特に内燃機関の広い作動域に亘る駆動力の発生及び燃料消費の低減に関して，最適な作動域における所望の範囲内で作動させることができない。   However, any of the above-described dual clutch transmissions only achieves a seven-speed gear ratio for forward movement, and therefore can be used in a wide operating range of a drive engine that can be connected to the dual clutch transmission, particularly an internal combustion engine. With respect to generation of driving force and reduction of fuel consumption, it cannot be operated within the desired range in the optimum operating range.

ドイツ特許出願公開第10 2007 049 271号公報は，少なくとも２本の副軸を有し，前進用及び後退用として複数の変速比を選択可能としたデュアルクラッチ式変速機を開示している。   German Patent Application Publication No. 10 2007 049 271 discloses a dual clutch transmission having at least two countershafts and capable of selecting a plurality of transmission ratios for forward and backward use.

２本の副軸を有するデュアルクラッチ式変速機の実施形態は，副軸が１本のデュアルクラッチ式変速機と対比して半径方向により大きな構造スペースを必要とするため，異なる車両システムにおいて所要スペースを確保することができない場合がある。   The embodiment of the dual clutch transmission with two countershafts requires a larger structural space in the radial direction compared to a dual clutch transmission with a single countershaft. May not be secured.

ドイツ特許出願公開第10 2005 005 163号公報German Patent Application Publication No. 10 2005 005 163 ドイツ特許出願公開第10 2007 049 271号公報German Patent Application Publication No. 10 2007 049 271

本発明の課題は，半径方向及び軸線方向における所要の構造スペースを減少し，前進用として７段を超える変速比を達成可能とする副軸型のデュアルクラッチ式変速機を提案することである。   SUMMARY OF THE INVENTION An object of the present invention is to propose a countershaft type dual clutch transmission that can reduce a required structural space in the radial direction and the axial direction and can achieve a gear ratio exceeding seven stages for forward use.

本発明は，請求項１の特徴又は請求項２４の特徴を有するデュアルクラッチ式変速機により上記の課題を解決するものである。   The present invention solves the above problems by a dual clutch transmission having the features of claim 1 or claim 24.

本発明に係る副軸型のデュアルクラッチ式変速機は，変速機中心軸と，これに対して同軸的に配置された変速機中空軸と，１本の副軸と，２つのパワーシフト要素とを備える。両パワーシフト要素は，デュアルクラッチ式変速機の始動要素であり，駆動側で駆動ユニットに作動接続可能である。両パワーシフト要素のうち，一方のパワーシフト要素は出力側で変速機中心軸に接続し，他方のパワーシフト要素は出力側で変速機中空軸に接続する。従って，駆動ユニットの回転数は，両パワーシフト要素を選択的に締結することにより，変速機中心軸又は変速機中空軸に伝達可能である。変速機中心軸及び変速機中空軸は，所望の変速比を選択すべく，シフト装置によりパワーフローに対して係合及び解放可能なギヤ段を介して，副軸に接続可能である。更に，複数のシフト装置がそれぞれ２つのギヤ段に割り当てられている。   A countershaft type dual clutch transmission according to the present invention includes a transmission center shaft, a transmission hollow shaft disposed coaxially thereto, one countershaft, and two power shift elements. Is provided. Both power shift elements are starting elements for the dual clutch transmission and can be operatively connected to the drive unit on the drive side. Of the power shift elements, one power shift element is connected to the transmission center shaft on the output side, and the other power shift element is connected to the transmission hollow shaft on the output side. Therefore, the rotational speed of the drive unit can be transmitted to the transmission center shaft or the transmission hollow shaft by selectively fastening both power shift elements. The transmission center shaft and the transmission hollow shaft can be connected to the countershaft via a gear stage that can be engaged with and released from the power flow by the shift device in order to select a desired transmission ratio. Furthermore, a plurality of shift devices are respectively assigned to two gear stages.

本発明においては，副軸上に中空軸が同軸配置される。この中空軸は，シフト装置の１つにより，副軸に回り止め状態で接続可能であり，ギヤ段における少なくとも２つのギヤに回り止め状態で接続する。変速機中心軸又は変速機中空軸上には，更なる中空軸が同軸配置される。この中空軸は，シフト装置の１つにより，変速機中心軸又は変速機中空軸に接続可能であり，ギヤ段における少なくとも２つの更なるギヤに回り止め状態で接続する。少なくとも３段の変速比が，それぞれ３段のギヤ段をシフト要素側でパワーフローに係合させことにより達成可能であり，これらのギヤ段をシフト要素側でパワーフローに係合させるだけで，それぞれ１段の変速比が選択可能である。   In the present invention, the hollow shaft is coaxially arranged on the auxiliary shaft. This hollow shaft can be connected to the auxiliary shaft in a non-rotating state by one of the shift devices, and is connected to at least two gears in the gear stage in a non-rotating state. A further hollow shaft is coaxially arranged on the transmission center shaft or the transmission hollow shaft. This hollow shaft can be connected to the transmission center shaft or the transmission hollow shaft by one of the shift devices, and is connected to at least two further gears in the gear stage in a non-rotating state. A gear ratio of at least 3 stages can be achieved by engaging each of the 3 gear stages with the power flow on the shift element side, and by simply engaging these gear stages with the power flow on the shift element side, Each one gear ratio can be selected.

本発明に係るデュアルクラッチ式変速機の実施形態は，１本の副軸と，変速機中心軸又は変速機中空軸上に配置された中空軸と，副軸上に配置された更なる中空軸とを備え，少なくとも３段の変速比をいわゆるワインディングギヤとして達成するものである。これに関連して多段の変速比，好適には少なくとも前進用で９段の変速比を，構造スペースを半径方向及び軸線方向に減少させ，総重量も低減させたデュアルクラッチ式変速機によって実現することが可能であり，更に，駆動機械が好適には内燃機関である場合に，その最適な作動域における所望の範囲内で作動させることが可能である。   An embodiment of a dual clutch transmission according to the present invention comprises one countershaft, a hollow shaft disposed on the transmission center shaft or transmission hollow shaft, and a further hollow shaft disposed on the subshaft. And at least a three-speed gear ratio is achieved as a so-called winding gear. In this connection, a multi-speed ratio, preferably at least a forward 9-speed ratio, is realized by a dual clutch transmission with a reduced structural space in the radial and axial directions and a reduced total weight. Furthermore, if the drive machine is preferably an internal combustion engine, it can be operated within a desired range in its optimum operating range.

更に，シフト装置を多用途に適用するため，シフト装置を作動させるためのアクチュエータの数を減少させても変速比の選択が可能であり，デュアルクラッチ式変速機を低コストで製造することが可能である。   Furthermore, since the shift device is applied to many purposes, the gear ratio can be selected even if the number of actuators for operating the shift device is reduced, and a dual clutch transmission can be manufactured at low cost. It is.

それぞれ３段のギヤ段をシフト要素側でパワーフローに係合させて得られる３段の変速比のうちの１段が前進用第１変速比であり，３段の変速比のうちの更なる１つの変速比が前進用第９変速比であれば，デュアルクラッチ式変速機の機械的な拡大が低減され，デュアルクラッチ式変速機域における回転数損失が抑制される。   One of the three gear ratios obtained by engaging the three gears with the power flow on the shift element side is the forward first gear ratio, and further among the three gear ratios. If one gear ratio is the ninth forward gear ratio, mechanical expansion of the dual clutch transmission is reduced, and rotational speed loss in the dual clutch transmission region is suppressed.

更に，本発明に係るデュアルクラッチ式変速機は，その構造に基づいてパワーシフト性能が優れており，簡単な態様で電気機械と組み合わせることも可能である。   Furthermore, the dual clutch transmission according to the present invention has excellent power shift performance based on its structure, and can be combined with an electric machine in a simple manner.

本発明に係るデュアルクラッチ式変速機の好適な実施形態においては，３段の変速段を得るためにパワーフローに係合されるギヤ段のうち，２段のギヤ段がそれぞれ同一であり，それぞれ第３のギヤ段が異なる。ギヤ段を多用途に適用するため，デュアルクラッチ式変速機の所要構造スペースを低減しつつ，同時に多くの変速比を達成することができる。   In a preferred embodiment of the dual clutch transmission according to the present invention, among the gear stages engaged with the power flow in order to obtain three shift stages, the two gear stages are the same, The third gear stage is different. Since the gear stage is applied to various purposes, it is possible to achieve a large number of gear ratios at the same time while reducing the required structure space of the dual clutch transmission.

本発明に係る副軸型のデュアルクラッチ式変速機の更なる代替的な実施形態は，変速機中心軸と，これに対して同軸的に配置された変速機中空軸と，１本の副軸と，２つのパワーシフト要素とで構成されており，両パワーシフト要素は，デュアルクラッチ式変速機の始動要素として駆動側で駆動ユニットに作動接続可能である。両パワーシフト要素のうち，一方のパワーシフト要素は出力側で変速機中心軸に接続し，他方のパワーシフト要素は出力側で変速機中空軸に接続する。従って，駆動ユニットの回転数は，両パワーシフト要素を選択的に締結することにより，変速機中心軸又は変速機中空軸に伝達可能である。変速機中心軸及び変速機中空軸は，所望の変速比を選択すべく，シフト装置によりパワーフローに対して係合及び解放可能なギヤ段を介して，副軸に接続可能である。その際，複数のシフト装置がそれぞれ２つのギヤ段に割り当てられている。   A further alternative embodiment of the countershaft type dual clutch transmission according to the present invention comprises a transmission center shaft, a transmission hollow shaft arranged coaxially thereto, and one countershaft. And two power shift elements, both of which can be operatively connected to the drive unit on the drive side as a starting element of the dual clutch transmission. Of the power shift elements, one power shift element is connected to the transmission center shaft on the output side, and the other power shift element is connected to the transmission hollow shaft on the output side. Therefore, the rotational speed of the drive unit can be transmitted to the transmission center shaft or the transmission hollow shaft by selectively fastening both power shift elements. The transmission center shaft and the transmission hollow shaft can be connected to the countershaft via a gear stage that can be engaged with and released from the power flow by the shift device in order to select a desired transmission ratio. At that time, a plurality of shift devices are respectively assigned to two gear stages.

本発明に従ってギヤ段を係合及び解放することにより，少なくとも前進用の９段の変速比を，省スペース化した構造で達成することが可能である。   By engaging and releasing the gear stage according to the present invention, it is possible to achieve at least a forward gear ratio of 9 stages with a space-saving structure.

少なくとも３段の変速比が，それぞれ３段のギヤ段をシフト要素側でパワーフローに係合させることにより達成可能であり，これらのギヤ段をシフト要素側でパワーフローに係合させるだけでそれぞれ１段の変速比が選択可能である場合，本発明のデュアルクラッチ式変速機の好適な実施形態においては，種々の変速比を選択すべくギヤ段が多用途で使用されるため，デュアルクラッチ式変速機の構造スペースを低減することができる。   A gear ratio of at least three speeds can be achieved by engaging each of the three gear stages with the power flow on the shift element side, and by simply engaging these gear stages with the power flow on the shift element side, respectively. In the preferred embodiment of the dual clutch transmission according to the present invention, when the gear ratio of one stage is selectable, the gear stage is used for various purposes to select various gear ratios. The structure space of the transmission can be reduced.

本発明に係るデュアルクラッチ式変速機の構造スペース的に有利な更なる実施形態は，それぞれ２つのギヤ段をパワーフローに係合可能とする５つのシフト装置を備え，及び／又はそれぞれ離散した変速比を有するギヤ段（平歯車段）を設けた８つのギヤ面を備える。   A further structurally advantageous embodiment of the dual clutch transmission according to the invention comprises five shift devices each allowing two gear stages to engage the power flow and / or each discrete shift. Eight gear surfaces provided with gear stages (spur gear stages) having a ratio are provided.

特許請求の範囲に記載した特徴や，本発明に係るデュアルクラッチ式変速機の実施形態について後述する特徴は，本発明の対象物を更に発展させるためにそれぞれ単独で，又は互いに随意に組み合わせることができる。本発明の発展形態において，ぞれぞれの特徴の組み合わせは特に制限されるものでなく，本質的には単なる例示にすぎない。   The features described in the claims and the features described below for the embodiment of the dual clutch transmission according to the present invention may be combined individually or optionally together to further develop the subject matter of the present invention. it can. In the development of the present invention, the combination of each feature is not particularly limited, and is essentially merely an example.

本発明に係るデュアルクラッチ式変速機の更なる利点と好適な実施形態は，特許請求の範囲や，添付図面に基づいて後述する実施形態から明らかなとおりである。各実施形態に関する記載においては，明確性を期するため，構造的及び機能的に同一の構成要素を同一の符号で表すものとする。   Further advantages and preferred embodiments of the dual clutch transmission according to the present invention are apparent from the claims and the embodiments described later with reference to the accompanying drawings. In the description of each embodiment, structurally and functionally identical components are denoted by the same symbols for the sake of clarity.

本発明に係るデュアルクラッチ式変速機の第一実施形態を示すギヤ配置図である。1 is a gear arrangement diagram showing a first embodiment of a dual clutch transmission according to the present invention. 図１のデュアルクラッチ式変速機のシフトロジック説明図である。It is shift logic explanatory drawing of the dual clutch type transmission of FIG. 図１のデュアルクラッチ式変速機におけるシフト装置のシフト要素（左欄）とギヤ段（右欄）との対応関係を示す図表である。3 is a chart showing a correspondence relationship between shift elements (left column) and gear positions (right column) of the shift device in the dual clutch transmission of FIG. 1. 本発明に係るデュアルクラッチ式変速機の第二実施形態を示すギヤ配置図である。It is a gear arrangement | positioning figure which shows 2nd embodiment of the dual clutch type transmission which concerns on this invention. 本発明に係るデュアルクラッチ式変速機の第三実施形態を示すギヤ配置図である。It is a gear arrangement diagram showing a third embodiment of a dual clutch transmission according to the present invention. 本発明に係るデュアルクラッチ式変速機の第四実施形態を示すギヤ配置図である。FIG. 6 is a gear arrangement diagram showing a fourth embodiment of the dual clutch transmission according to the present invention.

図１は，副軸型のデュアルクラッチ式変速機１を示し，該デュアルクラッチ式変速機１は，１７個のギヤと，変速機中心軸２と，変速機中心軸に同軸配置された変速機中空軸３と，１本の副軸４と，摩擦式多板クラッチとして構成された２つのパワーシフト要素K1，K2を備える。参照数字５で示すパワーシフト要素K1, K2の入力部材は，車両ドライブトレインにおける図示しない駆動ユニット（例えば内燃機関）と接続し，又は作動接続する。参照数字６で示すパワーシフト要素K1の出力部材は変速機中空軸３に接続し，また，参照数字７で示すパワーシフト要素K2の出力部材は変速機中心軸２に回り止め状態で接続する。図示の両パワーシフト要素K1, K2の構造形態は例示的なものであり，当業者において適宜に決定することができる。即ち，パワーシフト要素K1, K2の駆動される入力部材５は，この場合には例示的に，両パワーシフト要素K1, K2に共通の外側板支承部として，パワーシフト要素K1, K2の両出力部材6, 7は，それぞれに対応する内側板支承部として構成される。   FIG. 1 shows a counter-shaft type dual clutch transmission 1, which has 17 gears, a transmission center shaft 2, and a transmission coaxially arranged on the transmission center shaft. A hollow shaft 3, a single counter shaft 4, and two power shift elements K 1 and K 2 configured as a frictional multi-plate clutch are provided. Input members of the power shift elements K1 and K2 indicated by reference numeral 5 are connected to or operatively connected to a drive unit (for example, an internal combustion engine) (not shown) in the vehicle drive train. The output member of the power shift element K1 indicated by reference numeral 6 is connected to the transmission hollow shaft 3, and the output member of the power shift element K2 indicated by reference numeral 7 is connected to the transmission center shaft 2 in a non-rotating state. The structural forms of the two power shift elements K1, K2 shown in the figure are exemplary and can be determined as appropriate by those skilled in the art. That is, in this case, the input member 5 driven by the power shift elements K1, K2 is exemplarily used as an outer plate support portion common to both the power shift elements K1, K2, and both outputs of the power shift elements K1, K2. The members 6 and 7 are configured as corresponding inner plate support portions.

変速機中心軸２及び変速機中空軸３は，図２に示すシフトロジックに従って９段の前進用変速比"1"乃至"9"と２段の後退用変速比"R1"と"R2"を選択すべく，５つのシフト装置SE1乃至SE5によりデュアルクラッチ式変速機のパワーフローに係合及び解放可能な８つのギヤ段ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8及びZPRを介して副軸４に接続可能である。８つのギヤ段ZP2乃至ZPRは，軸線方向に隣接して配置される丁度８つのギヤ面を構成する。５つのシフト装置SE1乃至SE5は，それぞれ２つのギヤ段ZP7, ZP3又はZP3, ZP5又はZP5, ZP6又はZPR, ZP2又はZP8, ZP4に割り当てられる。   The transmission center shaft 2 and the transmission hollow shaft 3 have nine forward speed ratios “1” to “9” and two reverse speed ratios “R1” and “R2” according to the shift logic shown in FIG. For selection, the five shift gears ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8 and ZPR can be engaged and disengaged with the power flow of the dual clutch transmission by five shift devices SE1 to SE5. It can be connected to the shaft 4. The eight gear stages ZP2 to ZPR constitute exactly eight gear surfaces arranged adjacent to each other in the axial direction. The five shift devices SE1 to SE5 are assigned to two gear stages ZP7, ZP3 or ZP3, ZP5 or ZP5, ZP6 or ZPR, ZP2 or ZP8, ZP4, respectively.

シフト装置SE1乃至SE5は，いわゆるダブルシンクロナイザとして構成され，それぞれ２つのシフト要素S1, S2又はS3, S4又はS5, S6又はS7, S8又はS9, S10を備え，これらのシフト要素によりギヤ段ZP2乃至ZPRのそれぞれ少なくとも１つが，変速機中心軸２，変速機中空軸３又は副軸４に接続可能であり，それぞれの領域において回転数差を所定範囲内で相殺又は低減することが可能である。   The shift devices SE1 to SE5 are configured as so-called double synchronizers, and each comprises two shift elements S1, S2 or S3, S4 or S5, S6 or S7, S8 or S9, S10, and these shift elements are used for gear stages ZP2 to ZP2. At least one of the ZPRs can be connected to the transmission center shaft 2, the transmission hollow shaft 3 or the countershaft 4, and the difference in rotational speed can be offset or reduced within a predetermined range in each region.

副軸４上に中空軸８が同軸配置され，この中空軸８はシフト装置SE1のシフト要素S2により回り止め状態で副軸４に接続可能であり，それぞれギヤ段ZP3におけるギヤ31及びギヤ段ZP5におけるギヤ51に回り止め状態で接続する。更に，変速機中空軸３上に更なる中空軸９が同軸配置され，この中空軸９はシフト装置SE2のシフト要素S3により変速機中空軸３に回り止め状態で接続可能であり，ギヤ段ZP3における更なるギヤ32及びギヤ段ZP7のギヤ71に回り止め状態で接続する。   A hollow shaft 8 is coaxially arranged on the auxiliary shaft 4, and this hollow shaft 8 can be connected to the auxiliary shaft 4 in a non-rotating state by a shift element S2 of the shift device SE1, and the gear 31 in the gear stage ZP3 and the gear stage ZP5, respectively. To the gear 51 in a non-rotating state. Further, a further hollow shaft 9 is coaxially arranged on the transmission hollow shaft 3, and this hollow shaft 9 can be connected to the transmission hollow shaft 3 in a non-rotating state by a shift element S3 of the shift device SE2, and the gear stage ZP3 Are connected in a non-rotating state to the further gear 32 and the gear 71 of the gear stage ZP7.

５つのシフト装置SE1乃至SE5を備え，これらのシフト装置がそれぞれ２つのシフト要素S1及びS2; S3及びS4; S5及びS6; S7及びS8; S9及びS10を有する前記実施形態の代案として，１つ又は複数のシフト装置SE1乃至SE5を分割型シフト装置として導入することも可能である。この場合，シフト要素S1乃至S10を作動させるためには，５個を超えるアクチュエータを設けるものとする。   As an alternative to the previous embodiment comprising five shift devices SE1 to SE5, each of which includes two shift elements S1 and S2; S3 and S4; S5 and S6; S7 and S8; S9 and S10, one Alternatively, a plurality of shift devices SE1 to SE5 can be introduced as a split shift device. In this case, in order to operate the shift elements S1 to S10, more than five actuators are provided.

入力部材５に伝達された駆動ユニットのトルクは，両パワーシフト要素K1及びK2を介してそれぞれ変速機中心軸２又は変速機中空軸３に選択的に伝達することが可能である。種々の変速比"1"乃至"R2"を選択可能とすべく，ギヤ段ZP2乃至ZPRを，後述する態様でシフト装置SE1乃至SE5又はそのシフト要素S1乃至S10を介してデュアルクラッチ式変速機１のパワーフローに係合させ，又は係合位置から解放させる。   The torque of the drive unit transmitted to the input member 5 can be selectively transmitted to the transmission center shaft 2 or the transmission hollow shaft 3 via both power shift elements K1 and K2. In order to make it possible to select various speed ratios “1” to “R2”, the gear stages ZP2 to ZPR are connected to the dual clutch transmission 1 via the shift devices SE1 to SE5 or their shift elements S1 to S10 in the manner described later. The power flow is engaged or released from the engaged position.

両パワーシフト要素K1及びK2の領域において，駆動力を中断させずにそれぞれの変速比を変更可能とするため，実際に無負荷状態である変速部10又は11のそれぞれの領域で，該当するシフト要素S1乃至S10を対応して解放及び締結することにより，実際に達成すべき目標変速比が事前に選択され，続いて実際に締結されているパワーシフト要素K1又はK2が解放状態へ移行し，他方，実際に解放されているパワーシフト要素K2又はK1は，オーバーラップシフトの間に締結状態に移行する。   In order to make it possible to change the respective gear ratios without interrupting the driving force in the regions of both power shift elements K1 and K2, the corresponding shifts in the respective regions of the transmission unit 10 or 11 that are actually in the no-load state. By releasing and engaging elements S1 to S10 correspondingly, the target gear ratio to be actually achieved is selected in advance, and then the power shift element K1 or K2 that is actually engaged is shifted to the released state, On the other hand, the actually released power shift element K2 or K1 transitions to the engaged state during the overlap shift.

前進用変速比"2"乃至"8"及び後退用変速比"R2"は，デュアルクラッチ式変速機１において，ギヤ段ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8又はZPRをそれぞれシフト要素側で係合させるだけで選択可能である。   The forward gear ratio “2” to “8” and the reverse gear ratio “R2” are the shift elements of the gear stage ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8 or ZPR in the dual clutch transmission 1, respectively. It is possible to select only by engaging on the side.

前進用の第１変速比"1"は，３つのギヤ段ZP3, ZP5及びZP2を同時にシフト要素側でデュアルクラッチ式変速機１のパワーフローに係合させることにより選択可能であり，従っていわゆるワインディングギヤを構成する。さらに前進用の第９変速比"9"は，３つのギヤ段ZP5, ZP3及びZP7を同時にシフト要素側で係合させることにより，デュアルクラッチ式変速機１において選択される。他方，後退用の変速比"R1"は，３つのギヤ段ZP3, ZP5及びZPRを同時にシフト要素側で係合させることにより，デュアルクラッチ式変速機１において選択される。即ち，前進用の第９変速比"9"と後退用の変速比"R1"は，いわゆるワインディングギヤを構成することになる。   The first gear ratio "1" for forward movement can be selected by simultaneously engaging the three gear stages ZP3, ZP5 and ZP2 with the power flow of the dual clutch transmission 1 on the shift element side, and so-called winding Configure the gear. Further, the ninth forward gear ratio “9” is selected in the dual clutch transmission 1 by simultaneously engaging the three gear stages ZP5, ZP3, and ZP7 on the shift element side. On the other hand, the reverse gear ratio “R1” is selected in the dual clutch transmission 1 by simultaneously engaging the three gear stages ZP3, ZP5 and ZPR on the shift element side. That is, the forward ninth gear ratio “9” and the reverse gear ratio “R1” constitute a so-called winding gear.

両ギヤ段ZP3及びZP5は，３段の変速比"1", "9"及び"R1"を選択すべく常にパワーフローに係合され，他方，ギヤ段ZP2，ギヤ段ZP7又はギヤ段ZPRは，変速比"1", "9"又は"R1"を選択すべく，それぞれ追加的に係合される。   Both gear stages ZP3 and ZP5 are always engaged in the power flow to select the three speed ratio "1", "9" and "R1", while the gear stage ZP2, gear stage ZP7 or gear stage ZPR is , Gear ratios “1”, “9” or “R1” are additionally engaged, respectively.

４つのギヤ段ZPR,ZP2,ZP8及びZP4は，シフト装置SE4及びSE5により副軸４と作動接続可能であり，ギヤ段ZPRにおけるギヤ12，ギヤ段ZP2におけるギヤ21，ギヤ段ZP8におけるギヤ81及びギヤ段ZP4におけるギヤ41は，それぞれ固定ギヤとして構成され，変速機中心軸２に回り止め状態で接続する。更に，ギヤ段ZPRにおけるギヤ13，ギヤ段ZP2におけるギヤ22，ギヤ段ZP8におけるギヤ82及びギヤ段ZP4におけるギヤ42は，それぞれアイドルギヤとして構成され，副軸４上に回転可能に配置される。両ギヤ12及び13は，それぞれアイドルギヤ14と係合し，後退走行を選択するために必要とされるデュアルクラッチ式変速機１の回転方向の転換を，ギヤ段ZPRの領域で達成することができる。ギヤ段ZPR, ZP2, ZP8及びZP4におけるアイドルギヤ13, 22, 82及び42は，それぞれシフト装置S４又はS5のシフト要素S7, S8, S9又はS10により副軸４に回り止め状態で接続可能である。   The four gear stages ZPR, ZP2, ZP8 and ZP4 can be operatively connected to the countershaft 4 by means of shift devices SE4 and SE5. The gear 12 in the gear stage ZPR, the gear 21 in the gear stage ZP2, the gear 81 in the gear stage ZP8, and The gears 41 in the gear stage ZP4 are each configured as a fixed gear and connected to the transmission center shaft 2 in a non-rotating state. Further, the gear 13 in the gear stage ZPR, the gear 22 in the gear stage ZP2, the gear 82 in the gear stage ZP8, and the gear 42 in the gear stage ZP4 are each configured as an idle gear, and are rotatably disposed on the auxiliary shaft 4. Both gears 12 and 13 are engaged with the idle gear 14 respectively, and the change of the rotational direction of the dual clutch transmission 1 required for selecting the reverse travel can be achieved in the region of the gear stage ZPR. it can. The idle gears 13, 22, 82 and 42 in the gear stages ZPR, ZP2, ZP8 and ZP4 can be connected to the countershaft 4 in a non-rotating state by the shift elements S7, S8, S9 or S10 of the shift device S4 or S5, respectively. .

ギヤ段ZP7における更なるギヤ72は，アイドルギヤとして構成され，副軸４上に回転可能に配置され，シフト装置SE1のシフト要素S1により副軸４に接続可能である。他方，固定ギヤとして構成されているギヤ段ZP6のギヤ61は，副軸４に回り止め状態で接続する。ギヤ段ZP6における更なるギヤ62はアイドルギヤとして構成され，変速機中心軸２上で回転可能に配置され，シフト要素S6により変速機中心軸２に接続可能である。   The further gear 72 in the gear stage ZP7 is configured as an idle gear, is rotatably arranged on the countershaft 4, and can be connected to the countershaft 4 by a shift element S1 of the shift device SE1. On the other hand, the gear 61 of the gear stage ZP6 configured as a fixed gear is connected to the countershaft 4 in a non-rotating state. The further gear 62 in the gear stage ZP6 is configured as an idle gear, is arranged rotatably on the transmission center shaft 2 and can be connected to the transmission center shaft 2 by means of a shift element S6.

ギヤ段ZP5における第２ギヤ52はアイドルギヤとして構成され，回転可能状態で変速機中空軸３上に配置され，シフト装置SE2のシフト要素S4により，変速機中空軸３に接続可能であり，又は，シフト装置SE3のシフト要素S5により，変速機中心軸２に回り止め状態で接続可能である。更に，ギヤ段ZP5における更なるギヤ52は，中空軸8に回り止め状態で接続するギヤ51と噛み合い，シフト装置SE1のシフト要素S2を介して副軸４に接続可能である。   The second gear 52 in the gear stage ZP5 is configured as an idle gear, is arranged on the transmission hollow shaft 3 in a rotatable state, and can be connected to the transmission hollow shaft 3 by a shift element S4 of the shift device SE2, or The shift element S5 of the shift device SE3 can be connected to the transmission center shaft 2 in a non-rotating state. Further, the further gear 52 in the gear stage ZP5 meshes with the gear 51 connected to the hollow shaft 8 in a non-rotating state, and can be connected to the auxiliary shaft 4 via the shift element S2 of the shift device SE1.

ギヤ段ZP7及びZP3は第１変速部10に，またギヤ段ZP6,ZPR,ZP2,ZP8及びZP4は第２変速部に割り当てられる。前述したようにギヤ段ZP5が変速機中空軸３及び変速機中心軸２に接続可能であるため，ギヤ段ZP5を両変速部10及び11に割り当てることが可能である。ギヤ段ZP5を二重に割り当てる場合でも，駆動力を中断させずに変速比を奇数変速段"1", "3", "5", "7", "9"から偶数変速段"2", "4", "6", "8"の方向に変更することは妨げられない。ただし，３段の変速段"4", "6"及び"8"から変速段"1"に直接シフトする場合には，この限りではない。   Gear stages ZP7 and ZP3 are assigned to the first transmission unit 10, and gear stages ZP6, ZPR, ZP2, ZP8 and ZP4 are assigned to the second transmission unit. Since the gear stage ZP5 can be connected to the transmission hollow shaft 3 and the transmission center shaft 2 as described above, the gear stage ZP5 can be assigned to both transmission units 10 and 11. Even when the gear stage ZP5 is assigned twice, the gear ratio is changed from an odd speed "1", "3", "5", "7", "9" to an even speed "2" without interrupting the driving force. , "4", "6", "8" change is not prevented. However, this does not apply when shifting directly from the three shift speeds “4”, “6” and “8” to the shift speed “1”.

シフト要素S1乃至S10は，前進用の変速比"1"乃至"9"，及び後退用の変速段"R1"及び"R2"を選択すべく，図２に示すシフトロジックに従って作動される。それぞれのシフト要素S1乃至S10は，変速段"1"乃至"R2"のうちの一段の変速段を選択すべく締結され，又は締結状態を保ち，該当する各欄には×印が付されている。他方，該当する欄が空欄の場合，更なるシフト要素S1乃至S10は，解放状態に移行するか，又は解放状態を保つ。同時に，×印の付されたそれぞれのパワーシフト要素K1又はK2は締結状態へ移行し，該当欄が空欄である他のシフト要素K2又はK1は解放される。   The shift elements S1 to S10 are operated according to the shift logic shown in FIG. 2 to select the forward gear ratios “1” to “9” and the reverse gears “R1” and “R2”. Each of the shift elements S1 to S10 is engaged to keep one of the gears "1" to "R2" to be selected, or is kept in an engaged state, and each corresponding column is marked with an X. Yes. On the other hand, if the corresponding field is blank, the further shift elements S1 to S10 either enter the released state or keep the released state. At the same time, each power shift element K1 or K2 marked with “X” shifts to the engaged state, and the other shift elements K2 or K1 whose corresponding fields are blank are released.

図１に示すギヤは，後述するように，ギヤ段ZP2乃至ZPR，及びシフト装置SE1乃至SE5，又はシフト要素S1乃至S10同士の配置を変えることにより，同一の機能を維持したまま変更可能である。その際，好適にはシンクロナイザとして構成するシフト要素S1乃至S10は，図３の図表に従って，ギヤ段ZP2乃至ZPRに対して固定的に割り当てる。このような固定的な割り当てにより，図１に示すギヤ段ZP2乃至ZPRの配置と対比して，平歯車段として構成されたギヤ段ZP2乃至ZPRの配置が変更されるが，図２に示すシフトロジックは変更されない。   The gear shown in FIG. 1 can be changed while maintaining the same function by changing the arrangement of the gear stages ZP2 to ZPR and the shift devices SE1 to SE5 or the shift elements S1 to S10, as will be described later. . In that case, the shift elements S1 to S10, which are preferably configured as synchronizers, are fixedly assigned to the gear stages ZP2 to ZPR according to the chart of FIG. Such a fixed assignment changes the arrangement of the gear stages ZP2 to ZPR configured as spur gear stages in contrast to the arrangement of the gear stages ZP2 to ZPR shown in FIG. 1, but the shift shown in FIG. The logic is not changed.

シフト要素S1はギヤ段ZP7に，シフト要素S2はギヤ段ZP3及びZP5に，シフト要素S4はギヤ段ZP5に，シフト要素S5はギヤ段ZP5に，シフト要素S6はギヤ段ZP6に，シフト要素S7はギヤ段ZPRに，シフト要素S8はギヤ段ZP2に，シフト要素S9はギヤ段ZP8に，シフト要素S10はギヤ段ZP4に，それぞれ割り当てられる。   Shift element S1 is in gear stage ZP7, shift element S2 is in gear stages ZP3 and ZP5, shift element S4 is in gear stage ZP5, shift element S5 is in gear stage ZP5, shift element S6 is in gear stage ZP6, shift element S7 Is assigned to gear stage ZPR, shift element S8 is assigned to gear stage ZP2, shift element S9 is assigned to gear stage ZP8, and shift element S10 is assigned to gear stage ZP4.

図１のギヤ配置図においては，第１変速部10のギヤ段ZP7,ZP3が，パワーシフト要素K1及びK2と，第２変速部に割り当てられたギヤ段ZP6, ZPR, ZP2, ZP8及びZP4との間に配置される。デュアルクラッチ式変速機１の上記とは異なる実施形態においては，ギヤ段ZP6,ZPR,ZP2,ZP8及びZP4を，パワーシフト要素K1及びK2と，第１変速部10に割り当てられたギヤ段ZP5, ZP3及びZP7との間に配置する。更に，図１とは異なるギヤ配置形態として，デュアルクラッチ式変速機１が線L1に関して鏡面対称的となるように両変速部10及び11の位置を入れ替える。   In the gear arrangement diagram of FIG. 1, the gear stages ZP7 and ZP3 of the first transmission unit 10 are the power shift elements K1 and K2, and the gear stages ZP6, ZPR, ZP2, ZP8 and ZP4 assigned to the second transmission unit. It is arranged between. In an embodiment different from the above of the dual clutch transmission 1, the gear stages ZP6, ZPR, ZP2, ZP8 and ZP4 are replaced with the power shift elements K1 and K2 and the gear stage ZP5 assigned to the first transmission 10. Arranged between ZP3 and ZP7. Further, as a gear arrangement form different from that in FIG. 1, the positions of both transmissions 10 and 11 are switched so that the dual clutch transmission 1 is mirror-symmetric with respect to the line L1.

ギヤ段ZP2乃至ZPRの配置に関する上記実施形態に関しては，代替的又は追加的に，図１に示すデュアルクラッチ式変速機１の機能に変更を及ぼすことなく，変更ギヤ段ZP6, ZPR, ZP2, ZP8及びZP4を，図４乃至図６に示すギヤ配置に従ってデュアルクラッチ式変速機１における変速機中心軸２の軸線方向で入れ替えることが可能である。更に，ギヤ段ZPRとZP2及びギヤ段ZP8とZP4は，図１の配置とは異なり，更なる線L2に沿って鏡面対称性を有することが可能であり，その際，ギヤ段ZPR,ZP2,ZP8及びZP4を副軸４に接続することにより，ギヤ段ZPR, ZP2, ZP8及びZP4を変速機中心軸２又は変速機中空軸３に係合させることができる。   With respect to the above-described embodiment relating to the arrangement of the gear stages ZP2 to ZPR, alternatively or additionally, the changed gear stages ZP6, ZPR, ZP2, ZP8 can be used without changing the function of the dual clutch transmission 1 shown in FIG. And ZP4 can be interchanged in the axial direction of the transmission center shaft 2 in the dual clutch transmission 1 in accordance with the gear arrangement shown in FIGS. Furthermore, the gear stages ZPR and ZP2 and the gear stages ZP8 and ZP4 can have mirror symmetry along a further line L2, unlike the arrangement of FIG. 1, in which case the gear stages ZPR, ZP2, By connecting ZP8 and ZP4 to the auxiliary shaft 4, the gear stages ZPR, ZP2, ZP8 and ZP4 can be engaged with the transmission center shaft 2 or the transmission hollow shaft 3.

ギヤ段ZP8及びZP4は，共通のシフト装置SE5により，パワーフローに係合可能であり，その際にギヤ段ZP8は，変速機中心軸２の軸線方向において，付設されたシフト装置SE5に対して該シフト装置SE5のパワーシフト要素K1及びK2を向いた側に配置され，また，ギヤ段ZP4はシフト装置SE5のパワーシフト要素K1及びK2とは反対側に配置される。   The gear stages ZP8 and ZP4 can be engaged with the power flow by a common shift device SE5. At that time, the gear stage ZP8 is in the axial direction of the transmission center shaft 2 with respect to the attached shift device SE5. The shift device SE5 is arranged on the side facing the power shift elements K1 and K2, and the gear stage ZP4 is arranged on the opposite side of the shift device SE5 from the power shift elements K1 and K2.

代替的に，ギヤ段ZP4をシフト装置SE5のパワーシフト要素K1及びK2を向いた側に配置し，ギヤ段ZP8をシフト装置SE5のパワーシフト要素K1及びK2とは反対側に配置することも可能である。   Alternatively, the gear stage ZP4 can be arranged on the side facing the power shift elements K1 and K2 of the shift device SE5 and the gear stage ZP8 can be arranged on the side opposite to the power shift elements K1 and K2 of the shift device SE5 It is.

更に，第２変速部11の両ギヤ段ZPR及びZP2は，共通のシフト装置SE4によりデュアルクラッチ式変速機１のパワーフローに係合可能である。この場合にも，一方のギヤ段ZPR又はZP2は，変速機中心軸２の軸線方向において，付設されたシフト装置SE4に対して該シフト装置SE4のパワーシフト要素K1及びK2を向いた側に配置し，他方のギヤ段ZP2又はZPRはシフト装置SE4のパワーシフト要素K1及びK2とは反対側に配置することが可能である。   Furthermore, both gear stages ZPR and ZP2 of the second transmission unit 11 can be engaged with the power flow of the dual clutch transmission 1 by a common shift device SE4. Also in this case, one gear stage ZPR or ZP2 is arranged on the side of the shift device SE4 facing the power shift elements K1 and K2 with respect to the attached shift device SE4 in the axial direction of the transmission center shaft 2. However, the other gear stage ZP2 or ZPR can be arranged on the side opposite to the power shift elements K1 and K2 of the shift device SE4.

また，上述したギヤ段ZP2乃至ZPRの配置又はその変形例についての代替形態として，第2変速部の２段のギヤ段ZP8及びZP４を，変速機中心軸２の軸線方向において，パワーシフト要素K1及びK2と第２変速部の２段のギヤ段ZPR及びZP2との間に配置し，又は，ギヤ段ZPR及びZP２を，変速機中心軸２の軸線方向において，パワーシフト要素K1及びK2と少なくとも２段のギヤ段ZP8及びZP4との間に配置することも可能である。   As an alternative to the above-described arrangement of the gear stages ZP2 to ZPR or a modification thereof, the two gear stages ZP8 and ZP4 of the second transmission unit are connected to the power shift element K1 in the axial direction of the transmission center shaft 2. And K2 and the two gear stages ZPR and ZP2 of the second transmission unit, or the gear stages ZPR and ZP2 at least in the axial direction of the transmission center shaft 2 and the power shift elements K1 and K2 It is also possible to arrange between two gear stages ZP8 and ZP4.

更に，ギヤ段ZP2乃至ZPRの配置に係る前記実施形態において，代替的又は追加的な構成として，ギヤ段ZP8又はZP4をギヤ段ZP6と入れ替えることも可能である。   Furthermore, in the above-described embodiment relating to the arrangement of the gear stages ZP2 to ZPR, the gear stage ZP8 or ZP4 can be replaced with the gear stage ZP6 as an alternative or additional configuration.

ギヤ段ZP2乃至ZPRの配置を互いに変化させることにより，デュアルクラッチ式変速機１に関して同一機能を有する256通りの変形配置形態が生じる。   By changing the arrangement of the gear stages ZP2 to ZPR, 256 different arrangements having the same function with respect to the dual clutch transmission 1 are generated.

デュアルクラッチ式変速機１におけるギヤ段ZP2乃至ZPRの各変形配置形態に応じて，更なる中空軸９を変速機中心軸２上に直接配置し，又は図示のとおり変速機中空軸３上に配置する。更にギヤ段ZP6は，各変形配置形態に応じて，シフト要素S6により，変速機中心軸２又は変速機中空軸３に接続可能である。   A further hollow shaft 9 is arranged directly on the transmission center shaft 2 or arranged on the transmission hollow shaft 3 as shown in the figure, depending on the deformation arrangement form of the gear stages ZP2 to ZPR in the dual clutch transmission 1. To do. Furthermore, the gear stage ZP6 can be connected to the transmission center shaft 2 or the transmission hollow shaft 3 by a shift element S6 according to each modified arrangement form.

ギヤ段ZP3及びZP7は，ギヤ段ZP2乃至ZPRのそれぞれ選択した変形配置形態に従って，シフト装置SE1及びSE2のシフト要素S1, S2及びS3により，変速機中心軸２，変速機中空軸３又は副軸４に接続可能である。   The gear stages ZP3 and ZP7 are connected to the transmission center shaft 2, the transmission hollow shaft 3 or the countershaft by means of the shift elements S1, S2 and S3 of the shift devices SE1 and SE2, according to the modified arrangement selected for the gear stages ZP2 to ZPR, respectively. 4 can be connected.

また，ギヤ段ZP6,ZP4及びZP8の配置に従って，ギヤ段ZP6及びギヤ段ZP4及びZP8のいずれか１段を共通のシフト装置によりパワーフローに係合させることが可能である。他方，ギヤ段ZP8又はZP4及びギヤ段ZP５は，変速機中心軸２，変速機中空軸３，副軸４に接続可能であり，それぞれ共通のシフト装置によりパワーフローに係合させることが可能である。   Further, according to the arrangement of the gear stages ZP6, ZP4 and ZP8, any one of the gear stages ZP6 and the gear stages ZP4 and ZP8 can be engaged with the power flow by a common shift device. On the other hand, the gear stage ZP8 or ZP4 and the gear stage ZP5 can be connected to the transmission center shaft 2, the transmission hollow shaft 3, and the countershaft 4, and can be engaged with the power flow by a common shift device. is there.

ギヤ段ZPR, ZP2, ZP8及びZP4のアイドルギヤ13, 22, 82及び42は，デュアルクラッチ式変速機１のギヤ段ZP2乃至ZPRのその都度の変形配置形態に従って，変速機中心軸２，変速機中空軸３及び／又は副軸４上に配置され，シフト装置SE4又はSE5により，それぞれ該当する軸と接続することが可能である。   The idle gears 13, 22, 82 and 42 of the gear stages ZPR, ZP2, ZP8 and ZP4 are the transmission center shaft 2 and the transmission according to the respective deformation arrangements of the gear stages ZP2 to ZPR of the dual clutch transmission 1. It is arranged on the hollow shaft 3 and / or the auxiliary shaft 4 and can be connected to the corresponding shaft by means of a shift device SE4 or SE5.

図１に示すデュアルクラッチ式変速機１の実施形態において，デュアルクラッチ式変速機１の出力部15は副軸４に対して同軸配置され，デュアルクラッチ式変速機１には１つの変速機出力部のみが設けられている。デュアルクラッチ式変速機の出力部15は，対応する装置を介して少なくとも１本の駆動可能な車軸に接続することができる。   In the embodiment of the dual clutch transmission 1 shown in FIG. 1, the output portion 15 of the dual clutch transmission 1 is coaxially arranged with respect to the countershaft 4, and the dual clutch transmission 1 has one transmission output portion. Only provided. The output 15 of the dual clutch transmission can be connected to at least one drivable axle via a corresponding device.

図１のデュアルクラッチ式変速機１が全輪駆動車におけるドライブトレインの一部であって，デュアルクラッチ式変速機１にトランスファーケースが接続されている場合，トランスファーケースにより，ギヤ段ZP4の領域において，出力部15を介してデュアルクラッチ式変速機１から導き出されるトルクを複数の駆動可能な車軸に分配することができる。   When the dual clutch transmission 1 of FIG. 1 is a part of a drive train in an all-wheel drive vehicle and a transfer case is connected to the dual clutch transmission 1, the transfer case causes the gear stage ZP4 to The torque derived from the dual clutch transmission 1 via the output unit 15 can be distributed to a plurality of drivable axles.

前述した実施形態の代案として，副軸４に作用するトルクを，図４乃至図６のギヤ配置図に従って，ギヤ段ZP4の領域において出力部15により，又追加的にギヤ段ZP7の領域において更なる出力部16により，デュアルクラッチ式変速機１から取り出すことも可能である。この場合に出力部15及び更なる出力部16は，いずれも副軸４に対して同軸配置される。   As an alternative to the embodiment described above, the torque acting on the countershaft 4 is updated by the output unit 15 in the region of the gear stage ZP4 and additionally in the region of the gear stage ZP7 in accordance with the gear layout of FIGS. It is also possible to take out from the dual clutch transmission 1 by the output unit 16. In this case, both the output unit 15 and the further output unit 16 are arranged coaxially with respect to the sub shaft 4.

出力部15及び16を副軸４に対して同軸配置する代わりに，図４乃至図６に追加的に示す方法において，出力部15及び／又は更なる出力部16を副軸４及び／又は変速機中心軸２に対してオフセット軸関係で配置して，デュアルクラッチ式変速機１から導き出すことも可能である。出力部又は更なる出力部をオフセット軸関係で配置した変形例を，それぞれ参照数字151又は161で示す。このオフセット軸関係配置は，追加の常時噛合型の出力ギヤ対17により構造的に簡単な方法で選択され，その場合に固定ギヤで構成した常時噛合型の出力ギヤ対17のギヤ18は，図４及び５に示すギヤ配置図に従って，回り止め状態で副軸４に接続する。ギヤ18は常時噛合型の出力ギヤ対17のギヤ19と噛み合い，このギヤ19は出力部15及び／又は出力部16に接続する。   Instead of coaxially arranging the output parts 15 and 16 with respect to the countershaft 4, the output part 15 and / or the further output part 16 can be connected to the countershaft 4 and / or the speed change in the manner additionally shown in FIGS. It is also possible to derive from the dual clutch transmission 1 by arranging the offset shaft relative to the machine center shaft 2. Modifications in which the output unit or further output units are arranged in an offset axis relationship are indicated by reference numerals 151 and 161, respectively. This offset shaft relationship arrangement is selected in a structurally simple manner by the additional constant mesh output gear pair 17, in which case the gear 18 of the constant mesh output gear pair 17 constituted by a fixed gear is shown in FIG. According to the gear layout shown in 4 and 5, the counter shaft 4 is connected in a non-rotating state. The gear 18 meshes with the gear 19 of the always-mesh type output gear pair 17, and this gear 19 is connected to the output unit 15 and / or the output unit 16.

図４に示すデュアルクラッチ式変速機１の実施形態においては，常時噛合型の出力ギヤ対17が，変速機中心軸２の軸線方向においてギヤ段ZP4の，ギヤ段ZP8とは反対側に配置され，ギヤ19は変速機中心軸２に対して同軸配置され，変速機中心軸２上で回転可能に支承される。   In the embodiment of the dual clutch transmission 1 shown in FIG. 4, the always-mesh type output gear pair 17 is disposed on the opposite side of the gear stage ZP4 in the axial direction of the transmission center shaft 2 from the gear stage ZP8. The gear 19 is coaxially arranged with respect to the transmission center shaft 2 and is rotatably supported on the transmission center shaft 2.

図５に示すデュアルクラッチ式変速機１の実施形態においては，常時噛合型の出力ギヤ対17のギヤ19が，空間的に見て軸線方向でギヤ段ZP6とギヤ段ZPRの間に配置される。   In the embodiment of the dual clutch transmission 1 shown in FIG. 5, the gear 19 of the always-mesh type output gear pair 17 is disposed between the gear stage ZP6 and the gear stage ZPR in the axial direction when viewed spatially. .

図６に示すデュアルクラッチ式変速機１の実施形態においては，出力部151及び更なる出力部161が，同様に副軸４及び変速機中心軸２に対してオフセット軸関係で配置されており，常時噛合型の出力ギヤ対17の固定ギヤは，ギヤ段ZP6の固定ギヤ61として提示され，該固定ギヤ61はギヤ19と係合する。   In the embodiment of the dual clutch transmission 1 shown in FIG. 6, the output portion 151 and the further output portion 161 are similarly disposed in an offset axis relationship with respect to the countershaft 4 and the transmission center shaft 2. The fixed gear of the constantly meshing output gear pair 17 is presented as the fixed gear 61 of the gear stage ZP6, and the fixed gear 61 is engaged with the gear 19.

代替案として，副軸及び／又は変速機中心軸に対してオフセット軸関係を選択するために必要となる常時噛合型の出力ギヤ対を，空間的には軸線方向でギヤ段ZP2とギヤ段ZP8の間に配置することも可能である。   As an alternative, the always-mesh type output gear pair required for selecting the offset shaft relationship with respect to the countershaft and / or the transmission center shaft is spatially arranged in the gear direction ZP2 and gear step ZP8 in the axial direction. It is also possible to arrange between them.

図示の実施形態において，デュアルクラッチ式変速機１は少なくとも１つの電気機械20を更に備える。電気機械20は，デュアルクラッチ式変速機１のパワーフローに接続可能である。そのため，電気機械20はデュアルクラッチ式変速機１のギヤ軸に接続される。その際，電気機械20とデュアルクラッチ式変速機１の間を，デュアルクラッチ式変速機１のギヤ段における固定ギヤ又はアイドルギヤの領域で作動接続させ，又は電気機械20を追加の固定ギヤ領域でギヤ段に接続することが可能である。   In the illustrated embodiment, the dual clutch transmission 1 further comprises at least one electric machine 20. The electric machine 20 can be connected to the power flow of the dual clutch transmission 1. Therefore, the electric machine 20 is connected to the gear shaft of the dual clutch transmission 1. At that time, the electric machine 20 and the dual clutch transmission 1 are operatively connected in the fixed gear or idle gear region in the gear stage of the dual clutch transmission 1 or the electric machine 20 is connected in the additional fixed gear region. It is possible to connect to a gear stage.

好適には，電気機械20とデュアルクラッチ式変速機１のパワーフローとの間の作動接続は，電気機械20とパワーシフト要素K1及びK2との間の作動接続や，電気機械20と出力部15又は16との間，或いは出力部151又は161との間の作動接続を，その都度の車両ドライブトレイン及び電気機械の作動状態に従ってシフトすることにより達成される。この場合には，電機機械20に付設された蓄電装置の車両停止時における充電モードや，電機機械20のモータとしての作動時における純粋な電気走行モードなど，様々なハイブリッド機能が発揮できるからである。   Preferably, the operating connection between the electric machine 20 and the power flow of the dual clutch transmission 1 is an operating connection between the electric machine 20 and the power shift elements K1 and K2, or an electric machine 20 and the output 15 Or by switching the operating connection between the output unit 151 or 161 according to the operating state of the vehicle drive train and the electric machine in each case. In this case, it is possible to exhibit various hybrid functions such as a charging mode when the vehicle of the power storage device attached to the electric machine 20 is stopped and a pure electric traveling mode when the electric machine 20 is operated as a motor. .

上述した実施形態においては，電気機械20をデュアルクラッチ式変速機１に対してギヤ段ZP7, ZP3又はZP5の領域で接続するのが特に好適である。   In the embodiment described above, it is particularly preferable to connect the electric machine 20 to the dual clutch transmission 1 in the region of the gear stage ZP7, ZP3 or ZP5.

本発明に係るデュアルクラッチ式変速機1は，パケット化した５つの係合装置又は５つのシフト装置SE1乃至SE5を備え，これらは５つのアクチュエータのみで作動可能である。更に，デュアルクラッチ式変速機１は，少なくとも前進用の９段の変速段"1"乃至"9"と，後退用の２段の変速段"R1"及び"R2"を選択するために必要なギヤ面が８つのみであり，これにより構造スペース的にも有利である。第６変速比"6"は直結段とすることが可能である。第１変速比"1"及び第９変速比"9"を前進用のワインディングギヤとすることにより，デュアルクラッチ式変速機１の機械的な拡大を低減し，回転数損失を抑制することができる。更に，本発明に係るデュアルクラッチ式変速機１は，パワーシフト性能及びハイブリッド性能にも優れている。   The dual clutch transmission 1 according to the present invention includes five packeted engagement devices or five shift devices SE1 to SE5, which can be operated by only five actuators. Further, the dual clutch transmission 1 is necessary for selecting at least nine forward speeds “1” to “9” and two reverse speeds “R1” and “R2” for forward movement. There are only eight gear surfaces, which is advantageous in terms of structural space. The sixth speed ratio “6” can be a direct gear. By using the first gear ratio “1” and the ninth gear ratio “9” as the forward winding gear, the mechanical expansion of the dual clutch transmission 1 can be reduced and the rotational speed loss can be suppressed. . Furthermore, the dual clutch transmission 1 according to the present invention is excellent in power shift performance and hybrid performance.

ワインディングギヤ"1"及び"R1"を選択する際，３つのギヤ段ZP3, ZP5, ZP2又はZP5, ZP3, ZP7又はZP3, ZP5, ZPRを同時にパワーフローに係合することに起因してデュアルクラッチ式変速機１の全作動特性に及ぼされる影響は無視することができる。これらの変速段は，デュアルクラッチ式変速機１における他の変速段と比較して，全寿命及び全ライフサイクルに亘って実質的にごく短時間しか使用されないからである。出力部15又は151，及び／又は更なる出力部16又は161が，追加の常時噛合型の出力ギヤ対17により副軸14に接続される場合も同様である。   Dual clutch due to simultaneous engagement of three gear stages ZP3, ZP5, ZP2 or ZP5, ZP3, ZP7 or ZP3, ZP5, ZPR when selecting winding gear "1" and "R1" The influence on the overall operating characteristics of the transmission 1 can be ignored. This is because these shift speeds are used for only a very short time over the entire life and the entire life cycle as compared with the other shift speeds in the dual clutch transmission 1. The same applies when the output part 15 or 151 and / or the further output part 16 or 161 is connected to the countershaft 14 by means of an additional always-meshing output gear pair 17.

１ デュアルクラッチ式変速機
２ 変速機中心軸
３ 変速機中空軸
４ 副軸
５ パワーシフト要素の入力部材
６ パワーシフト要素の出力部材
７ パワーシフト要素の出力部材
８ 中空軸
９ 中空軸
10 第１変速部
11 第２変速部
12 ギヤ
13 ギヤ
14 アイドルギヤ
15, 151 出力部
16, 161 更なる出力部
17 常時噛合型の出力ギヤ対
18 ギヤ
19 ギヤ
20 電機機械
21, 22 ギヤ
31, 32 ギヤ
41, 42 ギヤ
51, 52 ギヤ
61, 62 ギヤ
71, 72 ギヤ
81, 82 ギヤ
L1, L2 線
K1, K2 パワーシフト要素
SE1〜E5 シフト装置
S1〜S10 シフト要素
ZP2〜ZPR ギヤ段
"1"〜"9" 前進用の変速段
"R1", "R2" 後退用の変速段 DESCRIPTION OF SYMBOLS 1 Dual clutch type transmission 2 Transmission center shaft 3 Transmission hollow shaft 4 Sub shaft 5 Power shift element input member 6 Power shift element output member 7 Power shift element output member 8 Hollow shaft 9 Hollow shaft
10 1st transmission
11 Second gear
12 gear
13 Gear
14 Idle gear
15, 151 Output section
16, 161 Further output
17 Constant mesh type output gear pair
18 gear
19 Gear
20 Electric machinery
21, 22 Gear
31, 32 gear
41, 42 gear
51, 52 Gear
61, 62 gear
71, 72 gears
81, 82 gear
L1, L2 line
K1, K2 Power shift element
SE1-E5 shift device
S1 ~ S10 Shift element
ZP2 to ZPR gear stage
"1" to "9" Forward gear
"R1", "R2" Reverse gear

Claims (30)

変速機中心軸（２）と，前記変速機中心軸と同心上に配置された変速機中空軸（３）と，１本の副軸（４）と，２つのパワーシフト要素（K1, K2）とを備えるデュアルクラッチ式変速機（１）であって，
両パワーシフト要素（K1, K2）が入力側で駆動ユニットに作動接続可能であり，
前記パワーシフト要素のうち，一方のパワーシフト要素（K1）が出力側で変速機中心軸（２）に接続し，
前記パワーシフト要素のうち，他方のパワーシフト要素（K2）が出力側で変速機中空軸（３）と接続し，
変速機中心軸（２）及び変速機中空軸（３）は，所定の変速比（"1"乃至"R2"）を選択すべく，シフト装置（SE1乃至SE5）によりパワーフローに対して係合及び解放可能なギヤ段（ZP2乃至ZPR）を介して副軸（４）に接続可能であり，
複数のシフト装置（SE1〜SE5）がそれぞれ２つのギヤ段（(ZP7, ZP3), (ZP3, ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)）に対応して配置されているデュアルクラッチ式変速機において，
副軸（４）上に中空軸（８）が同軸配置され，該中空軸（８）は，前記シフト装置（SE1）により副軸（４）に回り止め状態で接続可能であり，かつ，前記ギヤ段（ZP3, ZP5）における少なくとも２つのギヤ（31, 51）に回り止め状態で接続し，
変速機中心軸（２）上，又は変速機中空軸（３）上に更なる中空軸（９）が同軸配置され，該中空軸（９）は，前記シフト装置の１つ（SE2）により前記変速機中心軸（２）又は変速機中空軸（３）に接続可能であり，前記ギヤ段（ZP3, ZP7）における少なくとも２つの更なるギヤ（32, 71）に回り止め状態で接続し，それぞれ３段のギヤ段（(ZP3, ZP5, ZP2), (ZP5, ZP3, ZP7), (ZP3, ZP5, ZPR)）をシフト要素側でパワーフローに係合させることにより，少なくとも３段の変速比（"1", "9", "R1 "）を達成可能であり，該ギヤ段をそれぞれシフト要素側でパワーフローに係合させることのみにより，それぞれの変速比（"2", "3", "5", "7", "R2"）を選択可能であることを特徴とするデュアルクラッチ式変速機。 Transmission center shaft (2), transmission hollow shaft (3) arranged concentrically with the transmission center shaft, one countershaft (4), and two power shift elements (K1, K2) A dual clutch transmission (1) comprising:
Both power shift elements (K1, K2) can be operatively connected to the drive unit on the input side,
One of the power shift elements (K1) is connected to the transmission center shaft (2) on the output side,
Of the power shift elements, the other power shift element (K2) is connected to the transmission hollow shaft (3) on the output side,
The transmission center shaft (2) and the transmission hollow shaft (3) are engaged with the power flow by the shift device (SE1 to SE5) to select a predetermined gear ratio ("1" to "R2"). And connectable to the countershaft (4) via a releasable gear stage (ZP2 to ZPR),
Multiple shift devices (SE1 to SE5) correspond to each two gear stages ((ZP7, ZP3), (ZP3, ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)) In the arranged dual clutch transmission,
A hollow shaft (8) is coaxially arranged on the auxiliary shaft (4), and the hollow shaft (8) can be connected to the auxiliary shaft (4) in a non-rotating state by the shift device (SE1), and Connect to at least two gears (31, 51) in the gear stage (ZP3, ZP5) in a non-rotating state,
A further hollow shaft (9) is coaxially arranged on the transmission center shaft (2) or on the transmission hollow shaft (3), and the hollow shaft (9) is moved by the one of the shift devices (SE2). Connectable to the transmission center shaft (2) or the transmission hollow shaft (3) and connected to at least two further gears (32, 71) in the gear stage (ZP3, ZP7) in a non-rotating state, By engaging the three gear stages ((ZP3, ZP5, ZP2), (ZP5, ZP3, ZP7), (ZP3, ZP5, ZPR)) with the power flow on the shift element side, at least three gear ratios ("1", "9", "R1") can be achieved, and each gear ratio ("2", "3") can be achieved only by engaging the gear stage with the power flow on the shift element side. , "5", "7", "R2"), a dual clutch transmission characterized by being selectable. 請求項１に記載のデュアルクラッチ式変速機において，前記３段の変速比（"1", "9", "R1"）を選択すべくパワーフローに係合される３段のギヤ段（(ZP3, ZP5, ZP2)又は(ZP3, ZP5, ZP7)又は(ZP3, ZP5, ZPR)）のうち，２段のギヤ段がそれぞれ同一であり，それぞれ第３のギヤ段（ZP2又はZP7又はZPR）が異なることを特徴とするデュアルクラッチ式変速機。   3. The dual clutch transmission according to claim 1, wherein the three gear stages ((1 ZP3, ZP5, ZP2) or (ZP3, ZP5, ZP7) or (ZP3, ZP5, ZPR)), the two gear stages are the same, and the third gear stage (ZP2 or ZP7 or ZPR) Dual-clutch transmission characterized by different 請求項１又は２に記載のデュアルクラッチ式変速機において，それぞれ４段のギヤ段（ZPR, ZP2, ZP8, ZP4）が，シフト装置（SE4, SE5）により副軸（４）に作動接続可能であることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to claim 1 or 2, wherein each of the four gear stages (ZPR, ZP2, ZP8, ZP4) can be operatively connected to the countershaft (4) by means of a shift device (SE4, SE5). A dual-clutch transmission characterized by that. 請求項１〜３の何れか一項に記載のデュアルクラッチ式変速機において，前記ギヤ段のうちの１段（ZP6），好適には前進用の第６変速比（"6"）を達成可能なギヤ段が，前記シフト装置の１つのシフト装置（SE3）により変速機中心軸（２）又は変速機中空軸（３）に接続可能であることを特徴とするデュアルクラッチ式変速機。   4. The dual clutch transmission according to any one of claims 1 to 3, wherein one of the gears (ZP6), preferably a sixth forward gear ratio ("6") can be achieved. A dual-clutch transmission characterized in that a gear stage can be connected to the transmission center shaft (2) or the transmission hollow shaft (3) by one shift device (SE3) of the shift device. 請求項１〜４の何れか一項に記載のデュアルクラッチ式変速機において，所定のギヤ段（ZP5），好適には前進用の第５変速比（"5"）を達成可能なギヤ段が１つのシフト装置（SE3）により変速機中心軸（２）に接続可能であり，更なるシフト装置（SE2）により変速機中空軸（３）に接続可能であり，前記シフト装置（SE1乃至SE5）のうちの追加的なシフト装置（SE1）により副軸（４）に接続可能であることを特徴とするデュアルクラッチ式変速機。 The dual clutch transmission according to any one of claims 1 to 4, wherein a gear stage capable of achieving a predetermined gear stage (ZP5), preferably a fifth forward gear ratio ("5") is provided. One shift device (SE3) can be connected to the transmission center shaft (2), and a further shift device (SE 2 ) can be connected to the transmission hollow shaft (3), and the shift devices (SE1 to SE5 ), An additional shift device (SE1) can be connected to the countershaft (4). 請求項１〜５の何れか一項に記載のデュアルクラッチ式変速機において，所定のギヤ段（ZP3），好適には前進用の第３変速比（"3"）を達成するためのギヤ段と，更なるギヤ段（ZP7），好適には前進用の第７変速比（"7"）を達成するためのギヤ段とが，シフト装置（SE1, SE2）により，変速機中心軸（２）又は変速機中空軸（３）と，副軸（４）とに接続可能であることを特徴とするデュアルクラッチ式変速機。   6. The dual clutch transmission according to any one of claims 1 to 5, wherein a gear stage for achieving a predetermined gear stage (ZP3), preferably a third forward gear ratio ("3"). And a further gear stage (ZP7), preferably a gear stage for achieving the seventh forward gear ratio ("7"), is shifted by the shift device (SE1, SE2) to the transmission center shaft (2 ) Or the transmission hollow shaft (3) and the countershaft (4). 請求項１〜６の何れか一項に記載のデュアルクラッチ式変速機において，一部のギヤ段（ZP3, ZP5, ZP7）が第１変速部（10）に，更なる一部のギヤ段（ZP2, ZP4, ZP5, ZP6, ZP8, ZPR）が第２変速部（11）にそれぞれ割り当てられ，第１変速部（10）のギヤ段（ZP3, ZP7）が，第２変速部（11）のギヤ段（ZP2, ZP4, ZP6, ZP8, ZPR）とパワーシフト要素（K1, K2）との間に配置可能であり，又は，第２変速部（11）のギヤ段（ZP2, ZP4, ZP6, ZP8, ZPR）が，第１変速部（10）のギヤ段（ZP3, ZP7）とパワーシフト要素（K1, K2）との間に配置可能であることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to any one of claims 1 to 6, wherein a part of the gear stages (ZP3, ZP5, ZP7) is added to the first transmission part (10). ZP2, ZP4, ZP5, ZP6, ZP8, ZPR) are assigned to the second transmission (11), respectively, and the gear stage (ZP3, ZP7) of the first transmission (10) is assigned to the second transmission (11). It can be placed between the gear stage (ZP2, ZP4, ZP6, ZP8, ZPR) and the power shift element (K1, K2), or the gear stage (ZP2, ZP4, ZP6, ZP8, ZPR) can be arranged between the gear stage (ZP3, ZP7) and the power shift element (K1, K2) of the first transmission unit (10). 請求項５〜７の何れか一項に記載のデュアルクラッチ式変速機において，変速機中心軸（２），変速機中空軸（３）及び副軸（４）に接続可能なギヤ段（ZP5）が，シフト要素側におけるパワーフローへのシフトにより第１変速部(10)又は第２変速部（11）に割り当てられることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to any one of claims 5 to 7, wherein the gear stage (ZP5) is connectable to the transmission center shaft (2), the transmission hollow shaft (3), and the countershaft (4). Is assigned to the first transmission unit (10) or the second transmission unit (11) by shifting to the power flow on the shift element side. 請求項７又は８に記載のデュアルクラッチ式変速機において，前記第２変速部（11）の少なくとも２段のギヤ段（ZP8, ZP4）が，共通のシフト装置（SE5）によりパワーフローに係合可能であり，該ギヤ段の一方（ZP4又はZP8）が，変速機中心軸（２）の軸線方向に，付設されたシフト装置（SE5）に対して，該シフト装置（SE5）のパワーシフト要素（K1, K2）を向いた側に配置され，他方のギヤ段（ZP8又はZP4）は，前記シフト装置（SE5）のパワーシフト要素（K1, K2）とは反対側に配置されることを特徴とするデュアルクラッチ式変速機。   9. The dual clutch transmission according to claim 7 or 8, wherein at least two gear stages (ZP8, ZP4) of the second transmission section (11) are engaged with a power flow by a common shift device (SE5). It is possible that one of the gear stages (ZP4 or ZP8) has a power shift element of the shift device (SE5) with respect to the shift device (SE5) attached in the axial direction of the transmission center shaft (2). It is arranged on the side facing (K1, K2), and the other gear stage (ZP8 or ZP4) is arranged on the side opposite to the power shift element (K1, K2) of the shift device (SE5) Dual clutch type transmission. 請求項７〜９の何れか一項に記載のデュアルクラッチ式変速機において，第２変速部（11）の少なくとも２段の更なるギヤ段（ZPR, ZP2）が共通のシフト装置（SE4）によりパワーフローに係合可能であり，両ギヤ段（ZPR, ZP2）のうち，一方のギヤ段（ZPR又はZP2）が変速機中心軸（２）の軸線方向に付設されたシフト装置（SE4）に対して，該シフト装置（SE4）のパワーシフト要素（K1, K2）に向いた側に配置され，他方のギヤ段（ZP2又はZPR）が前記シフト装置（SE4）のパワーシフト要素（K1, K2）とは反対側に配置されることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to any one of claims 7 to 9, wherein at least two further gear stages (ZPR, ZP2) of the second transmission part (11) are provided by a common shift device (SE4). A shift device (SE4) that can be engaged with the power flow and one of the gears (ZPR or ZP2) is attached in the axial direction of the transmission center shaft (2). On the other hand, the shift device (SE4) is arranged on the side facing the power shift element (K1, K2), and the other gear stage (ZP2 or ZPR) is connected to the power shift element (K1, K2) of the shift device (SE4). The dual clutch transmission characterized in that it is disposed on the opposite side of the). 請求項１０に記載のデュアルクラッチ式変速機において，第２変速部（11）の少なくとも２段のギヤ段（ZP8, ZP4）が，変速機中心軸（２）の軸線方向においてパワーシフト要素（K1, K2）の間で，第２変速部（11）の少なくとも２段の更なるギヤ段（ZPR, ZP2）の間に配置可能であり，又は，第２変速部（11）の少なくとも２段の更なるギヤ段（ZPR, ZP2）が，変速機中心軸（２）の軸線方向においてパワーシフト要素（K1, K2）の間で，第２変速部（11）の少なくとも２段のギヤ段（ZP8, ZP4）の間に配置可能であることを特徴とするデュアルクラッチ式変速機。   11. The dual clutch transmission according to claim 10, wherein at least two gear stages (ZP8, ZP4) of the second transmission unit (11) are arranged so that the power shift element (K1 , K2) can be arranged between at least two further gear stages (ZPR, ZP2) of the second transmission section (11) or at least two stages of the second transmission section (11) Further gear stages (ZPR, ZP2) are arranged between the power shift elements (K1, K2) in the axial direction of the transmission center shaft (2) and at least two gear stages (ZP8 , ZP4), a dual clutch transmission. 請求項５〜１１の何れか一項に記載のデュアルクラッチ式変速機において，第２変速部（11）の追加のギヤ段（ZP6）と，変速機中心軸（２），変速機中空軸（３）及び副軸（４）に接続可能なギヤ段（ZP5）とが，それぞれ共通のシフト装置（SE3）によりパワーフローに係合可能であることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to any one of claims 5 to 11, wherein an additional gear stage (ZP6) of the second transmission unit (11), a transmission center shaft (2), a transmission hollow shaft ( A dual clutch transmission characterized in that the gear stage (ZP5) connectable to 3) and the countershaft (4) can be engaged with the power flow by a common shift device (SE3). 請求項１２に記載のデュアルクラッチ式変速機において，第２変速部（11）の追加のギヤ段（ZP6）と，第２変速部（11）の少なくとも２段のギヤ段（ZP4, ZP8）のうちの１段の（ZP4又はZP8）とが，共通のシフト装置（SE5）によりパワーフローに係合可能であり，更に，第２変速部（11）の少なくとも２段のギヤ段（ZP4, ZP8）のうちの更なるギヤ段（ZP8又はZP4）と，変速機中心軸（２），変速機中空軸（３）及び副軸（４）に接続可能なギヤ段（ZP5）とが，共通のシフト装置（SE3）によりパワーフローに係合可能であることを特徴とするデュアルクラッチ式変速機。   13. The dual clutch transmission according to claim 12, wherein an additional gear stage (ZP6) of the second transmission part (11) and at least two gear stages (ZP4, ZP8) of the second transmission part (11) are provided. One of the gears (ZP4 or ZP8) can be engaged with the power flow by a common shift device (SE5), and at least two gears (ZP4, ZP8) of the second transmission unit (11). ) And the gear stage (ZP5) connectable to the transmission center shaft (2), the transmission hollow shaft (3) and the countershaft (4) are common. A dual clutch transmission that can be engaged with a power flow by a shift device (SE3). 請求項９〜１３の何れか一項に記載のデュアルクラッチ式変速機において，第２変速部（11）における少なくとも２段のギヤ段（ZP4, ZP8）のアイドルギヤ（42, 82）が，変速機中心軸（２）上，変速機中空軸（３）上及び／又は副軸（４）上に配置され，シフト装置（SE3又はSE5）によりこれら各軸に接続可能であることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to any one of claims 9 to 13, wherein the idle gears (42, 82) of at least two gears (ZP4, ZP8) in the second transmission unit (11) are shifted. It is arranged on the machine center shaft (2), on the transmission hollow shaft (3) and / or on the auxiliary shaft (4), and can be connected to each of these shafts by a shift device (SE3 or SE5) Dual clutch transmission. 請求項１０〜１４の何れか一項に記載のデュアルクラッチ式変速機において，第２変速部（11）における少なくとも２つの更なるギヤ段（ZPR, ZP2）のアイドルギヤ（13, 22）が，変速機中心軸（２）上，変速機中空軸（２）上及び／又は副軸（４）上に配置され，共通のシフト装置（SE4）によりこれら各軸に接続可能であることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to any one of claims 10 to 14, wherein the idle gears (13, 22) of at least two further gear stages (ZPR, ZP2) in the second transmission part (11) are: It is arranged on the transmission center shaft (2), on the transmission hollow shaft (2) and / or on the auxiliary shaft (4), and can be connected to these shafts by a common shift device (SE4). Dual clutch transmission. 請求項１〜１５の何れか一項に記載のデュアルクラッチ式変速機において，該デュアルクラッチ式変速機（１）における出力部材（15, 16）の少なくとも一部が，副軸（４）に対して同軸配置されていることを特徴とするデュアルクラッチ式変速機。   16. The dual clutch transmission according to any one of claims 1 to 15, wherein at least a part of the output member (15, 16) in the dual clutch transmission (1) is connected to the countershaft (4). A dual clutch transmission characterized by being coaxially arranged. 請求項１〜１６の何れか一項に記載のデュアルクラッチ式変速機において，該デュアルクラッチ式変速機（１）における出力部材（15）の少なくとも一部が，変速機中心軸（２）に対して同軸配置されていることを特徴とするデュアルクラッチ式変速機。   17. The dual clutch transmission according to any one of claims 1 to 16, wherein at least a part of the output member (15) in the dual clutch transmission (1) is connected to the transmission center shaft (2). A dual clutch transmission characterized by being coaxially arranged. 請求項１〜１７の何れか一項に記載のデュアルクラッチ式変速機において，該デュアルクラッチ式変速機（１）における出力部材（15, 16）の少なくとも一部が，副軸（４）及び変速機中心軸（２）に対してオフセット軸関係で配置され，該デュアルクラッチ式変速機（１）における出力部材（151, 161）と副軸（４）とが，更なるギヤ段（17）によりオフセット軸関係で配置され，該更なるギヤ段（17）が，副軸上に配置された固定ギヤ（18; 61）を備え，該固定ギヤが，好適には所定の変速比（"6"）を達成するために設けられたギヤ段（ZP6）における固定ギヤ（61）又は更なる固定ギヤ（18）であることを特徴とするデュアルクラッチ式変速機。   18. The dual clutch transmission according to any one of claims 1 to 17, wherein at least a part of the output member (15, 16) in the dual clutch transmission (1) includes a countershaft (4) and a transmission. It is arranged in an offset shaft relationship with respect to the machine center shaft (2), and the output member (151, 161) and the counter shaft (4) in the dual clutch transmission (1) are connected by a further gear stage (17) Arranged in relation to the offset shaft, the further gear stage (17) comprises a fixed gear (18; 61) arranged on the countershaft, which preferably has a predetermined gear ratio ("6" ) Is a fixed gear (61) or a further fixed gear (18) in the gear stage (ZP6) provided to achieve the above). 請求項１〜１８の何れか一項に記載のデュアルクラッチ式変速機において，５つのシフト装置（(S1, S2), (S3, S4), (S5, S6), (S7, S8), (S9, S10)）を備え，該シフト装置により，それぞれ２段のギヤ段（(ZP7, ZP3), (ZP3, ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)）がパワーフローに係合可能であることを特徴とするデュアルクラッチ式変速機
。 The dual clutch transmission according to any one of claims 1 to 18, wherein five shift devices ((S1, S2), (S3, S4), (S5, S6), (S7, S8), ( S9, S10)) and two gear stages ((ZP7, ZP3), (ZP3, ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)) Can be engaged with the power flow. Dual clutch transmission. 請求項１〜１９の何れか一項に記載のデュアルクラッチ式変速機において，８つのギヤ面（ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8, ZPR）を備え，各ギヤ面に離散的な変速比（"2", "3", "4", "5", "6", "7", "8", "R2"）を有する平歯車段が配置されていることを特徴とするデュアルクラッチ式変速機。   20. The dual clutch transmission according to any one of claims 1 to 19, comprising eight gear surfaces (ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8, ZPR), each gear surface being discrete. Characterized by the arrangement of spur gears having different gear ratios ("2", "3", "4", "5", "6", "7", "8", "R2") Dual clutch transmission. 請求項１〜２０の何れか一項に記載のデュアルクラッチ式変速機において，前進用として少なくとも９段の変速比（"1"乃至"9"）が達成可能であることを特徴とするデュアルクラッチ式変速機。   21. A dual clutch transmission according to any one of claims 1 to 20, wherein at least nine speed ratios ("1" to "9") can be achieved for forward travel. Type transmission. 請求項１〜２１の何れか一項に記載のデュアルクラッチ式変速機において，後退用として少なくとも２段の変速比（"R1", "R2"）が達成可能であることを特徴とするデュアルクラッチ式変速機。   The dual clutch transmission according to any one of claims 1 to 21, wherein at least two speed ratios ("R1", "R2") can be achieved for reverse operation. Type transmission. 請求項１〜２２の何れか一項に記載のデュアルクラッチ式変速機において，該デュアルクラッチ式変速機（１）のパワーフローに係合可能な電気機械（20）を備えることを特徴とするデュアルクラッチ式変速機。   23. A dual clutch transmission according to any one of claims 1 to 22, comprising an electric machine (20) engageable with the power flow of the dual clutch transmission (1). Clutch transmission. 変速機中心軸（２）と，該変速機中心軸に対して同軸配置された変速機中空軸（３）と，１本の副軸（４）と，２つのパワーシフト要素（K1, K2）とを備えるデュアルクラッチ式変速機であって，
両パワーシフト要素（K1, K2）が入力側で駆動ユニットに接続し，又は作動接続し，
両パワーシフト要素の一方（K1）が出力側で変速機中心軸（２）に接続し，
両パワーシフト要素の他方（K2）が出力側で変速機中心軸（３）に接続し，
前記変速機中心軸（２）及び変速機中空軸（３）は，変速比（"1"乃至"R2"）を選択すべく，シフト装置（SE1乃至SE5）によりパワーフローに対して係合及び解放可能なギヤ段（ZP2乃至ZPR）を介して副軸（４）に接続可能であり，
複数のシフト装置（SE1乃至SE5）がそれぞれ２つのギヤ段（(ZP7, ZP3), (ZP3,ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)）に割り当てられているデュアルクラッチ式変速機において，
前記ギヤ段（ZP2乃至ZPR）の係合及び解放により，少なくとも９段の前進用変速比（"1"乃至"9"）を選択可能であり、
それぞれ３段のギヤ段（(ZP3, ZP5, ZP2), (ZP5, ZP3, ZP7), (ZP3, ZP5, ZPR)）をシフト要素側でパワーフローに係合することにより少なくとも３段の変速比（"1", "9", "R1"）を達成可能であり，該ギヤ段をそれぞれのシフト要素側でパワーフローに係合することのみにより，それぞれ1段の変速比（"2", "3", "5", "7", "R2"）を選択可能であることを特徴とするデュアルクラッチ式変速機。 Transmission center shaft (2), transmission hollow shaft (3) coaxially arranged with respect to the transmission center shaft, one counter shaft (4), and two power shift elements (K1, K2) A dual clutch transmission comprising:
Both power shift elements (K1, K2) are connected to the drive unit on the input side, or are operatively connected,
One of the power shift elements (K1) is connected to the transmission center shaft (2) on the output side,
The other (K2) of both power shift elements is connected to the transmission center shaft (3) on the output side,
The transmission center shaft (2) and the transmission hollow shaft (3) are engaged with the power flow by a shift device (SE1 to SE5) to select a transmission ratio ("1" to "R2"). It can be connected to the countershaft (4) via a releasable gear (ZP2 to ZPR)
Multiple shift devices (SE1 to SE5) are assigned to each of the two gear stages ((ZP7, ZP3), (ZP3, ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)) In the dual clutch transmission
The engagement and disengagement of the gear (ZP2 to ZPR), Ri selectable der at least 9-stage forward speed ratio ( "1" to "9"),
At least three gear ratios by engaging the three gear stages ((ZP3, ZP5, ZP2), (ZP5, ZP3, ZP7), (ZP3, ZP5, ZPR)) with the power flow on the shift element side. ("1", "9", "R1") can be achieved, and by only engaging the gear stage with the power flow on the respective shift element side, each gear ratio ("2", "3", "5", "7", "R2"), a dual clutch transmission characterized by being selectable . 請求項２４に記載のデュアルクラッチ式変速機において，前記副軸（４）上に中空軸（８）が同軸配置され，該中空軸（８）は，前記シフト装置のうちの一つのシフト装置（SE1）により回り止め状態で前記副軸（４）に接続可能であり，かつ，前記ギヤ段（ZP3, ZP5）における少なくとも２つのギヤ（31, 51）に回り止め状態で接続することを特徴とするデュアルクラッチ式変速機。 25. The dual clutch transmission according to claim 24 , wherein a hollow shaft (8) is coaxially arranged on the auxiliary shaft (4), and the hollow shaft (8) is one of the shift devices ( SE1) can be connected to the countershaft (4) in a non-rotating state, and is connected to at least two gears (31, 51) in the gear stage (ZP3, ZP5) in a non-rotating state. Dual clutch transmission. 請求項２４又は２５に記載のデュアルクラッチ式変速機において，前記変速機中心軸（２）又は前記変速機中空軸（３）上に更なる中空軸（９）が同軸配置され，該中空軸（９）は，前記シフト装置のうちの一方のシフト装置（SE2）により変速機中心軸（２）又は変速機中空軸（３）に接続可能であり，かつ，前記ギヤ段（ZP3, ZP7）における少なくとも２つの更なるギヤ（32, 71）に回り止め状態で接続することを特徴とするデュアルクラッチ式変速機。 26. The dual clutch transmission according to claim 24 or 25 , wherein a further hollow shaft (9) is coaxially arranged on the transmission center shaft (2) or the transmission hollow shaft (3), and the hollow shaft ( 9) can be connected to the transmission center shaft (2) or the transmission hollow shaft (3) by one shift device (SE2) of the shift devices, and in the gear stage (ZP3, ZP7). Dual clutch transmission characterized in that it is connected to at least two further gears (32, 71) in a non-rotating state. 請求項２４〜２６の何れか一項に記載のデュアルクラッチ式変速機において，前記ギヤ段（ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8, ZPR）を係合及び解放することによって，少なくとも１段の後退用変速比（"R1", "R2"）を選択可能であることを特徴とするデュアルクラッチ式変速機。 27. The dual clutch transmission according to any one of claims 24 to 26 , wherein at least the gear stages (ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8, ZPR) are engaged and released at least. A dual-clutch transmission characterized by being able to select the reverse gear ratio ("R1", "R2") for the first stage. 請求項２４〜２７の何れか一項に記載のデュアルクラッチ式変速機において，８つのギヤ面（ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8, ZPR）を備え，各ギヤ面は，離散した変速比（"2", "3", "4", "5", "6", "7", "8", "R2"）を有する平歯車段を備えることを特徴とするデュアルクラッチ式変速機。 28. The dual clutch transmission according to any one of claims 24 to 27 , comprising eight gear surfaces (ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8, ZPR), each gear surface being discrete. Dual clutch characterized by having spur gears having different gear ratios ("2", "3", "4", "5", "6", "7", "8", "R2") Type transmission. 請求項２４〜２８の何れか一項に記載のデュアルクラッチ式変速機において，５つのシフト装置（SE1乃至SE5）を備え，該シフト装置によりそれぞれ２つのギヤ段（(ZP7, ZP3), (ZP3, ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)）をパワーフローに係合可能であることを特徴とするデュアルクラッチ式変速機。 29. The dual clutch transmission according to any one of claims 24 to 28 , comprising five shift devices (SE1 to SE5), each of which has two gear stages ((ZP7, ZP3), (ZP3 , ZP5), (ZP5, ZP6), (ZPR, ZP2), (ZP8, ZP4)) can be engaged with the power flow. 請求項２４〜２９の何れか一項に記載のデュアルクラッチ式変速機において，該デュアルクラッチ式変速機（１）のパワーフローに接続可能な電気機械（20）を備えることを特徴とするデュアルクラッチ式変速機。 30. A dual clutch transmission according to any one of claims 24 to 29 , comprising an electric machine (20) connectable to the power flow of the dual clutch transmission (1). Type transmission.
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